Aeroplane



Jan. 5, 1932 E. L. CROZIER AEROPLANE 2 Sheets-Shet 2 Filed ,Oct. 25, 1929 INVENTOR.

Patented Jan. 5, 1932 UNITED STATES ELMER L. CROZIER, OF BIRMINGHAM, ALABAMA mormrm Application filed October 25, 1989. Serial No. 402,456

This invention relates to certain new and useful improvements in aeroplanes, and has particular reference to devices of this kind embodying one plane and commonly known as monoplanes.

The primar object of the invention is to cut down hea resistance below that in ordinary planes of conventional design, and yet retain the usual amount of lifting surface,

thereby gaining an increase in speed.

Another object of the invention is to further increase the lift in this airfoil by providing an overhanging edge the entire length of the surface instead of flattening out at the rear as in my previous invention I '#1,4=71,327, so that the air may pocket under the same throughout the full length, preventing the reaction of the air known as wing tip losses; and at the same time, provide a very 2 streamline airfoil so that the air may pass under it undisturbed, and with the maximum amount of pressure upwards.

Also another object of this invention is to practically eliminate tailspins. With this type airfoil surface tailspins will be practically impossible, as the center of lift automatically changes position towards the rear if the ship is stalled with the nose up, causing the nose to drop into a steep dive, which will enable the pilot to bring the ship to a gentle glide and regain control immediately. Another object is'to provide the proper lateral stability, the control for planes of this type, by adding a fin to the under side of the fuselage, extending approximatel the full length of same. This will act muc the same as the keel on a sailing yacht, and prevent the oscillating motion seen when most planes take off, or while in choppy air. At the same time there is also provided in this fin under the center of mass, a balanced control surface, which gives lateral control, and being in the propeller blast, will give instantaneous reaction or control, whereas the ailerons, commonly used, are very slow to react.

Other objects will appear as the nature of the invention is more clearly understood, and

the same consists in the novel forms, combination and arrangement of parts hereinafter more fully described, shown in the accompanyin drawings, and claimed.

In the drawings, wherein like reference characters indicate corresponding parts throughout the several views.

Figure 1 is a side elevational view of an aeroplane constructed in accordance with the present improvements which are more clearly shown in Figure 2 and Figure 7.

Figure 2 is a top plan view of the airfoil in accordance with the present improvements.

Figure 3 is a sectional view of the airfoil from front to rear taken on line 3-3.

Figure 4 is a transverse sectional view taken on line H.

Figure 5 is a transverse sectional view taken on line 5-5, and it will be noted that the edges have a more pronounced curve and drop lower than in the original wing of this Figure 6 is a transverse sectional view of the airfoil taken on line 6-6, and note shouldbe taken of the added downwardly curved edges, which did not exist in the original invention. This will give the air more chance to pocket, and prevent the reaction known as wing tip losses, and force the air, under compression, to travel in a straight lfinela throughout the full length of the air- Figure 7 is a side elevational view of the stabilizing fin added to the bottom of the fuselage, having embodied in it a control surface, as shown in the side elevational view in Figure 8.

Figure 8 is a side elevational view of the control surface as shown in Figure 7, and is located directly under the center of mass, so as to nrevent'anydirectional turning moment being set up. This control reacts the same as the ailerons in airplane wings of conventional design, except that the reaction is much more instantaneous, and more gitective on account of being in the propeller ast.

Figure 9 is a front elevationalview of the stabilizing fin shown in Fi ure 7, showing its centralized location on the bottom of the fuselage. a

Figure 10 is a sectional view of Figure 8 taken on line 8-8, and also shows the pivotal position as being slightly ahead of the center of the control surface so as to make it neutralize automatically after bein operated.

The remaining parts of the plane are to be of conventional design as shown in Figure 1.

What I claim as new is:

4 In combination with an airplane fuselage, a stabilizing fin attached to the underside of said fusela e, a stabilizing control in said fin, said stabilizing control having its center located under the centerof the mass of the plane, in flying position, and with its pivotal points immediately in front of the surface center and at the top and bottom edges of the surface of said stabilizing control.

ELMER L. CROZIER, 

